Britain: Silverstone Track Facts

By Phil Huff
June 7 2006

This historic circuit, a former airfield, is one of the few remaining venues where Formula One cars can really be unleashed and as a result it is still one of the highlights of the calendar - amply demonstrated by 2003's incredible race, amongst many others in the past.

The circuit itself is a thrilling drive, although there is some criticism over a lack of passing places. However, overtaking moves are possible into Vale and Abbey, although cars tend to lose downforce following each other closely through the preceding fast corners.

The entry to Becketts is now the quickest corner on the track, a 290 km/h bend, while the slowest section is the 80 km/h, Vale left-hander that leads directly into Club corner.

The demands of the Silverstone circuit for the cars and engines has changed significantly with the advent of V8 engines in 2006. The first half of the circuit, all the way to turn 8, now sees very little braking at all and the engines under prolonged load. The second part of the circuit includes more slow corners, and places a premium on a good low speed balance and traction. The percentage of the lap spent at full throttle has climbed significantly with the advent of the V8 engines – from 59% last year to 71% this. Silverstone is now one of the harder circuits in terms of the demands it places on the engine, which also needs to be responsive at high revs as the drivers take the quick corners on either full or partial throttle.

Downforce levels at Silverstone are medium-high – almost identical to Barcelona. The downforce is required for the quick corners in the opening part of the lap, and the relatively short straights and braking zones mean that any deficit in straightline speed is unlikely to see competitors overtaking you. The lack of heavy braking also means we run some of the smallest brake ducts of the year to optimise aerodynamic performance.

The numerous high-speed corners mean Silverstone is a demanding circuit for the tyres, as they work hard over a lap. However, the difference compared with a circuit such as Barcelona is that none of the high-speed corners are particularly long. In general, if temperatures are cool and tyres are graining then the left-front will suffer in particular, while in higher temperatures, the left rear will be the limiting tyre.

Honda-powered drivers enjoyed four consecutive triumphs at the British Grand Prix in the late 1980s - Nigel Mansell taking victory in 1986 and 1987, Ayrton Senna in 1988 and Alain Prost in 1989.

In 1987 Honda savoured its most successful ever Grand Prix at Silverstone when cars powered by its engines came home in first, second, third and fourth positions - Nigel Mansell and Nelson Piquet in Williams Hondas followed by Ayrton Senna and Satoru Nakajima in Lotus Hondas.

Last year's event saw Jenson Button qualify on the front row of the grid, while team mate Takuma Sato lined up just a bit further back, in seventh. A problem on the approach to the grid saw Takuma's car grind to a halt, although some fast work in the pits got him back on track, albeit two laps down.

Jenson Button was left astounded by the pace of his rivals, dropping back to fifth by the finish, but taking the teams second set of points for the season.